Rail anchor



y 9, 1929. G. 1.. MOORE ET AL 1.720.088

RAIL ANCHQR Original Filed March 28, 1927 INVENTORS m 620 e L. Mom

BY J 5 R. @16- Patented July 9, 1929.

UNITED STATES PATENT OFFICE.

GEORGE LOOP MOORE AND JAMES ROBERT STEELE, OF OWEGO, NEW YORK.

RAIL ANCHOR.

Original application filed March 28, 1927, Serial No. 178,924, new Patent No. 1,678,404, granted July 24,

1928. Divided and this application filed March 8, 1928.

Our invention relates to anchors, that is to say, devices for preventing the longitudinal movement of railway rails. This application is a division of our copcnding appiication Serial No. 178,924, filed March 28, 1927, now Patent No. 1,678,404, granted July 24, 1928.

One of the objects of our invention is to,

provide a one-piece self-locking anti-creeper or rail anchor, which will grip the rail with great tenacity, regardless of weather conditions or rail vibrations.

Another object of our invention is to provide an anti-creeper which is easily applied or removed, as the occasion requires.

A further object of our invention is the provision of a rail anchor so constructed that it may be repeatedly removed and replaced without impairing its gripping qualities.

The novel features will be more fully understood from the following description and claims taken with the drawings, in which;

Fig. 1 is a transverse sectional view through a rail showing in broken lines one step in applying the rail anchor to a rail, and in full lines, a succeeding step;

Fig. 2 is a transverse sectional view through a rail base showing the rail anchor in place; and

Fig. 3 is an end view of the rail anchor, showing same applied to a rail in engagement with the tie.

Referring to the drawing:

The numeral 10 designates a rail which may be of any cross section and which it is desired to hold against any longitudinal creep, and 11 is an underlying tie member forming a stationary part of the road bed and supporting the rail 10.

Our improved rail anchor is made of a single piece of flat metal, preferably of resilient or spring qualities and may be of any desired thickness or width. It comprises an under rail portion 12, having upwardly and inwardly directed hooked end portions 13 and 14 respectively, which are adapted to engage the upper surface of the flanges of the rail when the anchor is in its effective position. The end portion 13 is preferably formed with a single thickness of material, whereas, the end portion 14 is preferably made with a double thickness of material obtained by bending the material of the jaw portion 14 upon itself or doubling in the manner clearly shown the drawings, to

Serial No. 259,963. I

constitute a curve portion 15, which is contiguous to the inside face of the end portion 14. The curve portion 15 is continued along the upper surface of the under rail portion 12, and the free end 16 is normally bent upwardly and obliquely to the upper surface of the under rail portion 12 and is slightly bent downwardly with curved portion 18 as clearlyshown in the figure. The extending portion 16 functions as a leaf spring, the free end of which is adapted to bear against the underside of the rail, when the anchor is in its effective position on the rail, and, in order to provide a fulcrum point for the spring the under rail portion 12 bowed upward, as at 19 and bears against the underside of portion 16 at a point inter mediate the free end thereof and its junction with-the hooked end portion of the rail anchor.

Referring to Fig. l, the rail anchor is applied to the rail base, by freely placing the end 13 over the edge of the flange of the rail, as indicated by broken lines. The end 14 is then raised upwardly, bringing the free end of the leaf spring 16 against the bottom of therail, and at the same time is moved slightly transversely of the rail by any suitable means, such .as, striking the knuckle portion of the end 14 with 'a hammer until the extending end of the hook 15 engages the upper edge of the rail flange. This movement places the leaf spring 16 under initial deflection, thereby causing the end 13 to be brought tightly in contact with the upper surface of the rail flange. The anchor then driven transversely onto the rail, by means of a hammer or any suitable implement, to its final position as shown in Fig. 2. The last mentioned operation causes a still further distortion of the leaf spring portion 16 which inserts a great pressure against the bottom of the rail and causes the device to grip with considerable force the upper surface of the rail base.

The tendency of the rail creeper to assume its original shape results in an extremely strong gripping action on the rail base and holds it effectively in spite of any rail vibrations, or weather conditions.

The anchor is placed in position so as to abut against the tie, as shown in Fig. 3, at that side of the tie so as to oppose the cree ing action of the rail under traflic con tions, Thus, by the engagement with the anchor of the tie thelongitudinal movement of the ail is prevented.

It will be seen from the above description While we haveshown our invention in but one form, 1t will be obvious to those skilled in the art that it is not so limited, but is susceptible'of various other changes and modifications without departing from the spirit thereof, and we desire, tl'ieret'ore, that only such limitations shall be placed thereupon as are imposed by the prior art or as are specifically set forth in the appended claims.

Having thus described our invention what we claim as new and desire to secure by Letters Patent is:

1'. A rail anchor comprising an under rail portion having at one end a hook portionof single thickness and at the other end a hook portion of double thickness, a resilient member integral with the latter hook portion and extending above said under rail portion, and a member formed onsa-id under rail portion to constitute a fulcrum point for said resilient member.

2. A rail anchor comprising an underrail portion having at one end a hook portion of single thickness and at the other end a hook portion of double thickness, a resilient ent member intermediate its ends.

3.111 a railroad track construction the combination with a rail, of an anchor comprising an under rail portion-in spaced relation to said rail having a protuberance formed thereon extending toward said rail, a hook portion of single thickness engaging the upper surface of the base flange of said rail, a hook portion of double thickness engaging the upper surface of the base flange of said rail, and a member constituting an extension of the latter hook portion bearing on said protuberance and exerting strong upward pressure against the underside or said rail.

4. A rail anchor comprising an under rail portion having a protuberance formed thereon, an inwardly extending hook member at each end of said under ail portion, and a member extending from one end of said under rail portion adapted to rest on said protuberance.-

' 5. An anchor comprising an under rail portion having a protuberance formed there on, a hook portion of single thickness at one end of said under rail portion, a hook portion oi double thickness formed at the'other end of said under rail portion, and a mein ber extending from the-latter hook portion adapted to rest on said protuberance.

In testimony whereof we hereunto atfix our signatures.

GEORGE LOOP. MOORE. JAMES ROBERT STEELE. 

